Automatic electrically-governed engine-controlling apparatus.



H. D. HINGKLEY. I AUTOMATIG ELEGTRIGALLY GOVERNED ENGINE CONTROLLINGAPPARATUS.

I APPLICATION FILED our. 20, 1910.

- Patented July 4, 1911.

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mtnesss." Inventor: I Jen? flfi'inakie 3y k Aornqys; 9

- H. D. HINGKLBY.

AUTOMATIC ELEGLBIOALLY GOVERNBD ENGINE CONTROLLING APPARATUS.

APPLIGATION FILED OUT. 20, 1910. 9913,854 Patented July}, 1911.

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HENRY D. HINCKLEY, OF HARTFORD, CONNECTICUT, ASSIGNOR OF ONE-HALF TOWILBUR T.'HAL'LIDAY, OF HARTFORD, CONNECTICUT.

AUTOMATIC ELECTRICALLY-GOVERNED ENGINE-CONTROLLING APPARATUS.

To all whom it may concern:

Be it knoWn-that'I, HENRY D. HINGKLEY, a cltlzen of the United States,residlng at Hartford, 1n the county of Hartford and State ofConnectlcut, have invented certaln new and useful Improvements inAutomatic" Electrically-Governed Engine- Controlling of, and the partsare so organized that this 'fUIICi'IOH can be secured without jammingsaid valve against its seat.

An apparatus involving my mvention possesses other features of noveltyand ad yanta'ge which with the foregoing Wlll be set forth at length inthe following descrlption wherein I will outline in full that form ofembodiment of the invention which I have selected for illustration inthe drawings accompanying and forming part of the present specification.From the observation justmade it will be apparent that I do not restrictmyself to the showing made by said drawings and description, as I maydepart therefrom in several respects within the scope of my invention asincluded in the claims succeeding'said description.

Referring to said drawings: Figure 1 is a diagrammatic elevation ofcontrolling mechanism involving my invention, showing av supply pipe,the valve of which is operativcly connected with said controllingmechanism. Fig. 2 is a diagram of a modified arrangement showing theswitch and a means whereby the switch can be automati cally andmani'ially operated. Fig. 3 is a side elevation with the parts brokenaway, of the controlling mechanism itself. Fig. l is a cross section onthe line 4-4 of Fig. Fig. 5 is a sectional detail view of the brakemechanisn'i, and, Fig. 6 is a like view of a latch and trip meanstherefor.

Specification of Letters Patent.

Application filed October 2t), 1910.

'ably electric,

.shut "the valve.

Patented July t, 1911. Serial No. 588,106.

Like characters refer to like parts throughout the several figures.

While it is conceivable that controlling means including my inventionmay be associated with an engine in different ways, l1

prefer to connect the same with the throttle valve thereof, said valvebeing carried by the supply pipe :2 and its stem being denoted by 3. Inthis way Ishut off the power practieally at its prime source whenoccasion requires. There are .diversmeans by which the power of a motor,hereinafter described, can be transferred to said stem 3 for the purposeof closing the valve connected therewith, and although I do not limitmyself in this particular, I have found sprocket gearing as satisfactoryfor this purpose, said stem having a sprocket wheel 4 rigidly connectedtherewith and driven by the sprocket chain 5 which passes over thedriving sprocket wheel 6 of comparatively small di ameter, said sprocketwheel 6 which constitutes part ofthe' controlling mechanism,

being rigid with a sleeve 7 loose on the shaft 8, there being anautomatic clutch 9 between the sleeve 7 and the shaft 8, the purpose ofwhich will be hereinafter set forth. The different parts of thecontrolling mechanism may be supported by a frame as 6 which may to thepipe or conduit 2 and the said frame supports the rotary shaft 8. Thestem 3 is equipped with a suitable device whereby the be locatedsuitably with respect same can be turned by hand to open the valvc,"andthe wheel 10 properly subserves this function. The shaft 8, as willhereinafter appear, is operated by a motor, preferwhen the speed of theengine with which the device is connected passes beyond a prescribedonsafety point, and

when this action occurs, the shaft through the clutch 9 will turn thesleeve 7- and the sprocket wheel 6 wherebythe chain 5 and wheel 4 willbe operated in a direction to The valve will beopened by turning thewheel 10 and owing to the presence of the clutch 9 can be closed by handshrmldoccasion require, and on such closing movement the shaft 10 is, ofcourse, notturned.

My invention, therefore, comprehends the provision of anengine-governing member consisting preferably but not necessarily, of

an engine starting and stopping device,

which in the present instance takes the form of a valve, although asintimated it may consist of any other suitable part by the action ofwhich the operation of an engine or motor can be governed either tostop, limit or partially ai' rest the action of or to .start the same.

As a means for automatically turning the shaft 8, I have shown theelectric motor 11 which will generally be connected with a source ofcity current supply or a secondarybattery might be employed, and in themotor circuit 12 is an automaticallyoperable starts ing switch 13ywhichI will hereinafter-dd scribe. It will be understood that when the switch13 is operated,'the motor circuit 12 will be closed, whereby the motorwill be 'started. As will hereinafter appear the through the automaticclutch 9 rotating the sleeve 7 and sprocket wheel 6 to close thethrottle valve through the chain 5 and 5/ sprocket wheel at.

i sent a feed screw and on it is a nut 18 con-- The sleeve 7 isexternally threaded to prestituting a suitable means for actuating acircuitbreaker as will hereinafter appear, provided with a projection 19perforated to receive the stationary guide rod 20. On the turning of thewheel 10 to open the valve to start the engine, the screw-sleeve 7through the described sprocket gearing will be rotated to run the nut 18outward or toward the left in Fig. 3. On the opposite or auto maticmovement of the said screw-sleeve 7, said n'ut will be run inward. Thisnut is shown provided with means to effect the breaking of the motorcircuit 12 and afterward the tripping of a latch which latter, as willhereinafter appear, holds a brake in its ineffective position, and thisbrake cooperates in the present instance with the sleeve 7 to preventthe sudden final closing of the valve.

Just before the throttle valve is finally seated or closed I prefer tobreak the motor circuit 12, and for this purpose the circuit breaker 12may be utilized, the carrying member 12'fv for the circuit breaker beingpreferably 'made of some insulating .material and being connected'withthe frame-work 6 by an adjustable pin and slot connection such as thatdenoted in a general wayby 13'.

I The circuit breaker 12 is normally held in operative or circuitclosing position by a spring 14. Just before the throttle valve isclosed the insulated strip 15 on the projection 19 engages the circuitbreaker 12, it being understood that during this period the nut 18 isbeing automatically moved inward,

so that on the continued movement of the nut, the circuit breaker willbe operated to open the circuit 12, and this opening or breaking of saidcircuit will occur preferably just an instant before the valve reachesits seat, the final closing movement being not effected by power but bythe momentum of the parts and being also controlled by the brake towhich brief allusion has been made.

The sleeve 7 has 'a plain portion 7- at its inner end for cooperationwith the brake which is shown consisting of companion levers'21pivotally mounted on the frame work and of segment or are form, theshoes or active portions 21 of-said brake levers being adapted to engagethe plain or nonthreaded peripheral portion of the sleeve or feed screw7 when the brake is set.

,F or setting the brake I prefer to provide spring means, the spring 22being shown for this purpose" and being connected with the brake leversat a point beyond their common axis and beyond their active portions.

.By employing a spring 'I can yieldingly set the brake or graduallyarrest the motion of the moving parts sons to prevent the valve beingthrust too quickly against its seat just at the end of its closingmovement, while by the brake I can insure thevalve being closed v alwaysat the same point; and in such relation as to efiectively out off thesteam. I might employ other typesof brakes'and they might operate in anyconvenient place, but the construction described has been foundsatisfactory.

To normally hold the brake levers 21 apart or in their unset relation,iI may pro vide a detent 23 shown consisting of a block slidable on theguide rod 20 and the outer ends of said levers when in said relationengage the parallel fiat side'faces of said detent, and it will be seenthat the latter beyond said parallel faces has a wedge portion 23, thepurpose of which is to spread or open the levers on the outward movementof the detent or block 23. In Fig. 5 the detent or block 23 is in itsoperative position so as to hold the two brake levers apart and formoving said detent to its lever releasing position whereby the brake maybe set, any suitable means may be provided, for example, the spring 24,one end of which enga es the detent or block While the other en of whichengages a pin 24 on said red.

It will be understood that some means will be necessary to normallymaintain the detent orblock in its effective position, and for thispurpose the latch 25 may be prothrottle valve.

, character that the the same, although as vided, said latch wheninactive position engaging a catch which may consist of the pin 25 on theouter side of the detent as shown in Fig. 3. When the latch is trippedto release the catch, the compressed spring 2t immediately becomeseffective for moving the, detent or block 23 toward the right in Fig. 1,thereby bringing the wedge portion-23' opposite the outer endsiof thetwo brake levers 21 and permitting the same to be swung toward each 22.This also results in causing theshoes 21' to engage the plain portion 7of the sleeve 7, and thereby checks the rotation of said sleeve and alsothe parts which receive their motion therefrom, ainong which is the Toreturn the detent 23 to its operative position the hand lever 26 pivotedto the frame work 6 maybe provided, said hand lever being connected by alink 26 with the block 23. It will be assumed that the part 15"ha'soperated the circuit breaker 12 so asto break the circuit. Just afterthis occurs the latch 25 willbe tripped thereby freeing the block 23whereby the latter will be moved toward the right in Fig. 3 at anacceleratedspeed to effect the setting of the brake in the mannerindicated. It will be understood that when the brake is set the shoes21"straddle or grip the plain portion '7, and although at thisjtime theparts-are being moved by. momentum, the valve cannot be jammed againstits seat in view of the yieldable checking action of the brake. i

At this point I might state that the relationbetween the latch25' andits tripper is a novel and advantageous one, being of such engagingportion of the latch and tripper are, at practically the instant thelatch is tripped, moved out of what might be termed the-tripping zone byvirtue of which the detent or block 23 can be returned to its primaryposition so as to spread the brake levers .21'by the action of the wedgeportion 23, and this result in the present case is secured by giving tothe latch 25 an endwise movcinenton the tripping of will be apparent,this effect n'iight'be ot-herwise secured. v

The pivot for the latch 25is designated by 27, and it is shownconsisting of a scrcw tapped into the frame work 6 and extend ingthrough a longitudinal slot 27 in the latch 25 near the outer'endthereof, from which it'will be ap'parentfthat the latch is capable oflongitudinal movement. There is shownconnected with the frame. work aspring28' to thrust the latch 25 in one direction which in the presentcase Figs. 3 and 6. Normally the active portion of thelatch 25 engagesthe catch or pin 25 and the spring 28 presses the said active portion ofthe latch, against this pin. On

other by the spring.

which exerts a constanttendency"' is toward the left in -the inner sideof the latch 25 there is atoe 29 engageable by the trip device 30, thelatter having a lateral stud 30 for this purpose. The trip device isshown as being of pivoted form, so that it'constitutes in effect a bypass device, being adapted on one stroke to engage the projection 29 totrip the latch while on the opposite stroke the stud or finger 230 willengage and ride idly over said toe or lateral projection 29. The latch30 is shown as pivoted to the projection 19 and as normally resting on astop 31 on said proj cction.

In Fig. 3 the. latch 25 is shown as engaging the pin 25 so as to holdthe detent or block 23 in its operative position to thereby maintain thebrake levers 21 apart or in their unsetcondition, while the nut 18 towhich the trip device 2:30 is connected is in its outer position. Itwill be assumed that the motor circuit 12 is closed in the mannerpreviously described. When this occurs, the motor-11 will be started,and the nut 18 will be v fed inward, and just before the throttle valvereaches its seat and an instant after the part 15 has operated thecircuit breaker 1 2 to break the circuit 12 thefinger 30 on the tripper30 will engage the angular face of the too or projection 29, and on thecontinued moven'ient which is comparatively slight, the latch 25 will belifted'free of the catch-or pin 25 whereby the block 23 will be releasedand shot forward to its inoperative position so as. to release the twobrake levers 21 and simultaneously with this action the latch 25 will bebodily thrust to the left in Fig. 1 to the position it is shown asoccupying in Fig. 6 so as to carry the right end wall of thelongitudinal slot 27 against the pivotv 27, it being understood thatwhen the latch is set the left erid wall of said slot 27 is against saidpin 27. Ow-. ing to this endwise movement of the latch 25 the toe'orprojection 29 is carried some distanee away from the tripping point andsufficiently far therefrom to permit the detent 23 to be brought to itsoriginal position and to be latched or held therein by the latch 25irrespective of the fact that the part 30 is in its tripping position.

)rovided with a; )nsh-sn-hm 32for osi' i ,3

lively shifting the same at. the desired time to close the motor ingnormally held in its. retracted position by a latch 33 ,also springactuated, It will be clear that-when the latch lllis tripped, the switch13' will be instantly operated by its spring '32 so as to effect theclosing of said circuit whereby the motor 11 ;will be operated toeffect, through-the described parts, the closing of the throttle valve,and there are various ways by which this latch circuit 12, the switchheinay, as represented, consist of companion disks fastened to eachother and to a shaft 35, the levers 36 being pivoted between thesections of said wheel 34 and being normally held in their retractedpositions by means of springs 37. The wheel 34 is adapted to be operatedconstantly by some moving part as the crank shaft, of the engine whichit is desiredto control, and there are, of course, many ways in whichthis action can be secured, although one is shown. The shaft 35 is shownconnected by gearing denoted in a general way by 38 with the frictionwheel 39, the switch and the parts immediately associatedtherewith beingmounted on a base plate 40- whereby the friction wheel 39 may g'beplaced against the crank shaft 39- .or some equivalent part of theengine at which time said base plate will be firmly held in place. Onthe action-of the engine the friction Wheel 39 will turn, and as itturns the wheel 34 through-the described parts will be also turned andwhen the speed of the engine passes beyond the safety point, the leversor knock-oft devices 36 will be thrown out-ward by centrifugal force,and one'of them-will engage an 1n-.

sulated piece on the tail of the latch .33 and thereby trip thelatch,,so that the switch-13 will be immediately operated to -cl9se thecircuit 12 and start the motor 11.

It will be apparent that the apparatus is fully automatic in its actionand that it is absolutely certain. One ofthe important points of theconstruction is that the valve cannot be opened unless the motor circuitis opened and unless thebrake to which I have referred is unset or inreleasing position. In certain types of engine stops with which I amfamiliar the engineerusually first opens his valve and then sets thecontrolling mechanism, and it is frequently the. case that after thevalve has been opened the controlling mechanism is not set, so that whenan emergency-does arise which necessitates the use of the controllingmechanism, an accident is the result. In my case, as I i have intimated,the controlling mechanism necessarily has to be set before the valve canbe opened; The valve, as will be evident,- cannot be opened until thebrake is released, and it will be assumed that the engineer opens thevalve with the brake in its releasing position. When this occurs theengineer may open the valve, but if he does so withoutropening theelectric circuit 12, the motor will start and practically instantane-"ously close the valve automatically, and thereby necessitate thebreaking of the circuit before the valve can be opened.

In the modified arrangement I l ve inally open.

shown a motor closing or starting lever 50, said switch lever beingnormally main-- tained in its retractedposition by the spring operatedlatch 51 which are; practically equivalents of the switch lever'13 andlatch 33 already described. The lever'-50, however, is'controlled by alocal or battery circuit as 52 including a battery 53 and a magnet 51.As a part of said circuit are the two sections of the divided stationaryring 55 normally insulated from each other by insulating blocks 56located approximately at diametrically opposite points. Owing to theseparation of the sections of the ring 55, it will be evident that thecircuit 52 is nortwo sections-of said ring at either of the two placesindicated. lVithin the ring 55 is mounted a disk 57 adapted'to beoperated by the engine with which the mechanism is connected, and this'disk carries rods 58 normally held in their retracted position bysprings 59 andprovided at their outer end with shoes 60 constitutingcircuit closers. When the speed of the engine with which the disk 57 isconnected passes beyond a certain point, the shoes 60 will be thrownoutwardly suflieiently to bridge the space between the ends of thesections of the ring 55 to thereby close the circuit 52 and energize themagnet 54. The armature 5 1- of the magnet is pivotally connectedwiththe tail of the latch 51, and it will be clear that when the magnet isthus ener ized it attracts itsarmature 54 and there y trips the latch 51to releaset'he lever 50 whereby the motor circuit will be closed. I mayinterpose in the circuit 52 a push button 61 or its equivalent, so thatI can eitect the energization at will of the magnet 54. A similar pushbutton or switch might be interposed in the motor circuit alreadydescribed. By virtue of the organization set forth in Fig; 2 I canobtain automatic control of the engine or can stop the same at will. Theinsulated support or carrier for the switch 13 is like the correspondingpart of the circuit breaker 12, adgustably mounted, sothat in this way Ican regulate with precision and exactness the point at which the latch33- should be tripped,

\Vhat I claim is:

1".I-In an apparatus of the classodescribed, the combination of anengine starting and stopping device, an electrical circuit includ- Saidcircuit may be closed 'by bridging the interval or space between the mga motor, operative connections between said motor and said enginestarting and V 60 iisgstopped.

the combination ore. valve, a motor, means for putting the motorintooperative connection with the. valve to move said valve toward itsclosed position and for subsequently throwing said motor out ofoperative relation with said valve before the latter is fully closed,and means for checking the final closing movement of the valve. i

3. In an apparatus of the class described, to the combination of avalve, a motor, means for putting the motor into operative connectionwith the valve to move said valve toward its closed position and forsubsequently throwing the motor out of operative relation with saidvalve before the latter is fully closed, a valve checking device, andmeans for throwing the valve checking deviceinto active relation withthe valve approximately at the time the motor is thrown '20 out ofoperative relation with said valve.

4. The combination of an engine start-ing and stopping device, anelectric circuit ineluding a motor, power transmitting connectionsbetween said motor and said engine starting and stopping device, meansfor cl0s-. ing the said circuit whereby the motor will be started tomove said engine starting and stopping device toward its engine stoppingposition, means for breaking the circuit beore said device has reachedits engine stopping position, and means for checking the final enginestopping movement. of said engine starting and stopping. device.

5. In an apparatus of the class described, the combination of an enginestarting and stopping device, a motor, means for putting said motor intooperative connection with said motor starting andvstopping device tomove the latter in a direction to stop the engine, and for subsequentlythrowing said motor out of operative relation with said device beforethe latter reaches its engine stopping position, and automatic means forchecking the final engine stopping movement of said engine stopping andstarting device. 6. In an-apparatus of the class described, thecombination of an engine starting and stopping device, a motor,connections be tween the motor and the engine starting and stoppingdevice for moving the engine starting and stopping device. into itsengine sto r ping position, said connections having means to permit themanual operation of the said engine start-ing and stopping device intoits engine starting position, independently of the motor, and means forchecking the final part ofthe engine stopping movement-of said enginestarting and stopping device and approximately at the point that themotor In an apparatus of the class described, the combination of a;driven member, a driving member, operative connections between thedriving. and driven member, an electric circuit. containing an electricmotor for operating said driving member, means for closing said circuit,and automatic means for subsequently opening said circuit to therebystop the motor. 8. In an apparatus of the class described, thecombination of a driven member, a driw ing member operatively connectedwith said driven member, an electric circuit containing a motor,operative connections between said motor and driving member foractuating the latter, means for closing said circuit,-and meansoperative by the motor for opening said circuit.

9. In an apparatus of. the class described, the combination of a drivenmember, a driving member opcratively connected with said driven member,a motor operatively connected with said driving member for actuating thelattcr,'m'eans for putting the motor into action at a desired point,automatic means for effecting the stoppage of the niotor, andautomatically active mechanism for checking the action ofthe drivingmember on the stopping of said motor.

10. In an apparatus of the class described,

the combination of a driven member, a driving member operativelyconnected with said driven member. a motor operatively connected withsaid driving member for actuating the latter, means for starting themotor at a desired point, automatic means for effecting the stoppage ofsaid motor, and mechanism yieldably active against said driving memberon the stoppage of the motor.

11. In an apparatus of the class described, the combination of a drivenmember, a drivdriven member, a circuit containing an electricmotoroperatively connected with said driving member for actuating thelatter, means for closing said circuit, means governed by the motor forbreaking said cir' cuit, and automatically operative brake mechanism inconnection with said driving mg member operatively connected with said Imember for checking the latter, the motor 3 having means connectedtherewith for cans-4.

ing the action of the brake mechanism, sub stantially on the breaking ofsaid circuit.

12. In an apparatus of the class described,

the combination of a driven member, a driving member operativelyconnected with said driven member, an electrical circuit including amotor operatively connected with said driving member for actuating thelatter, said circuit also having a spring actuated switch, means forholding the switch in a position to normally maintain the circuit open,and automatically active means for effecting the release of said switchto thereby close said circuit and, automatic means for breaking saidcircuit at a predetermined point.

13. In an apparatus of the class described, the combination of a feedscrewpa nut on said feed screw, an electric circuit including a motoroperatively connected with said feed screw for turning the same, andmeans operative by the nut for breaking said circuit.

14. In an apparatus of the class described, the combination of a feedscrew, of a nut on said feed screw, means for turning saidfeed screw,brake mechanism cooperative with said feed screw, and automaticallyoperative means adapted to be thrown into action by said nut, forputting the brake mechanism into action.

15. In an apparatus of the class described, the combination of a feedscrew, a nut on said feed screw, means for turning said feed screw,brake mechanism cooperative with said feed screw, means including alatch for holding the brake mechanism in an inoperative position, andmeans connected with said nut for tripping said latch.

16. In an apparatus of the class described,

the combination of a feed screw, a nut on said feed screw, an electriccircuit including a motor operatively connected with said feed screw forturning the same, means connected with said nut for breaking the circuitata predetermined point, brake mechanism co operative with said feedscrew, and automatically operative means adapted to be thrown intoaction by said nut, for putting the brake mechanism into action.

17 In an apparatus of the class described,

2 the combination of a rotary shaft, a feed screw on said shaft, anautomatically operative clutch for transferring the eilect of said shaftto said feed screw, a nut on said feed screw, a motor operativelyconnected with said shaft for actuating the same, and means operable bysaid nut for stopping the motor.

18. In an apparatus of the class described, the combination of brakemechanism, means including a latch for holding the brake mechanism in anineffective position,an automatically operative tripper for trippingsaid latch, and means for causing a relative movement of the tripper andlatch when the latter is tripped for carrying the engaging portion ofone of said parts out of the tripping zone. I

19. In an apparatus of'the class described, the combination of brakemechanism, means including a latch for holding the brake mechanism in anineffective position, an automatically operative tripper for trippingsaid latch, and means actlveagainst the latch for moving the same in anendwise direction when tripped.

20. In an apparatus of the class described, the combination of brakemechanism, means including a longitudinally slotted latch for holdingthe brake mechanism in an inoperaive position, an automaticallyoperative tripper for tripping the latch, a plvot for said latchextending through the slot thereof, and means for moving said latch inan endwise direction when tripped.

22. In an apparatus of the class described,

the combination of a driven member, a drivlng member operativelyconnected with said driven member, brake mechanism for governing theaction of the-driving memher, a detent for normally holding the brakemechanism in an inoperative position, means tending constantly tooperate the detentto effect the release of the brakemeehanism, a latchfor normally holding the detent in its operative position, meansoperative with said driving member to trip said latch, a motoroperatively connected with said driving member ,for actuating the same,and means also connected with said driving member for stopping themotor.

28. In an apparatus of the class described, the combination of a feedscrew, a nut on said feed screw, a motor operatively connected with saidfeed screw for turning the same, means connected with the nut forstopthe brake levers to engage the plain portion of the feed screw, aspring actuated detent for normally holding the brake levers separated,a latch for holding the detent in an ineffective position, and meansoperable by said nut for tripping said latch.

24:. In an apparatus of the class described, the combination of a feedscrew, a nut on said feed'screw, a motor operatively connected with thefeed screw for actuating the same, a pair of brake levers, the feedscrew having a plainportion engageable by said brake levers, a springactuated detent for normally holding the brake levers in their unsetrelation, a latch. for normally holding the detent in its effectiveposition, and means connected with said nut for stepping the motor, andtripping said latch in succession.

25. In an apparatus of the class described, the combination of an enginestarting and stopping device. a motor, means forthrowing the motor intooperative relation with said device to move the same toward its enginestopping position, said device having manually operable means associatedtherewith for moving the same toward its engine starting position,and'means for preventing full manual movement of said device to saidengine startingposition until the motor is thrown out of active relationtherewith.

26. In an apparatu 0. the combination of a he class described, girliesta'tting stopping electric motor and the circuit thereof; said circuithaving two breaks, a switch normally closing-one of the breaks andprovided with means-for holding the point, a detent for normally holdingthe other switch against circuit closing move ment, and automatic meansfor efiecting the 10 release of the last mentioned switch.

In testimony whereof I aflix my signature in presence of tWo Witnesses.

HENRY D. HINCKLEY.

